Aircraft passenger accommodation unit with deployable bed

ABSTRACT

A passenger accommodation unit with a deployable bed includes a passenger seat and a passenger bed positioned relative to the seat and adapted for movement between a stowed position in which the bed is upright and adjacent to the seat, and a deployed position in which the bed is horizontal for use and overlaps and is supported in part by the seat. The unit can include a credenza positioned adjacent the seat and between the seat and the bed that supports the bed when deployed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.10/971,198, filed Oct. 22, 2004 and U.S. application Ser. No.11/684,443, filed Mar. 9, 2007.

TECHNICAL FIELD AND BACKGROUND OF THE INVENTION

The invention relates to an aircraft accommodation unit with adeployable bed. The invention has particular application in first classcabins of long-haul passenger aircraft, but has utility in any form oftransportation where both seating and seating facilities would benecessary or desirable. Thus, while the invention is disclosed for thepurpose of illustration with reference to aircraft seating, theinvention is not so limited.

Long-haul aircraft flights regularly fly non-stop to destinations 12-18hours or more away from the origination point. At present, first classcabins provide various forms of “sleeper seats”, meaning that the seatback reclines to the point where the seat occupant is able to attain aprone or nearly-prone position. In some cases the seats form ahorizontal sleeping surface, and in other cases the head end of thereclined seat is raised to some degree above the foot end. However,there are deficiencies in this arrangement, including the fact that theseat cushions are typically firmer than would be ideal for a sleepingmattress, and the fact that the seat bottoms and seat backs that make upthe “bed” in the reclined position are not flat, but may have sidebolsters, seams and/or tufting that provide significant comfort to theseat occupant when seated, but interfere with the ability of the seatoccupant to assume a comfortable prone position.

In addition, most such reclining seats do not provide any significantdegree of privacy—usually a shell that may screen the head andshoulders, or a curtain.

Other long-haul systems provide sleeper berths that are separate fromand in a different location from the seating area, in a manner similarto railway berthing arrangements. These systems require significantadditional space and required the passenger to transit between a seatingarea and a sleeping area.

For this reason, there is a need for an individual “suite” for eachpassenger that includes both a seat and a bed, together with otheramenities normally found in first class cabins, such as ottomans and thelike.

SUMMARY OF THE INVENTION

Therefore, it is an object of the invention to provide a long-haulpassenger unit having both a seat and a deployable bed.

It is another object of the invention to provide an accommodation unitthat provides privacy to the passenger while either sitting in the seator lying on the bed.

It is another object of the invention to provide an accommodation unitthat has a credenza that supports the bed when in the deployed position.

It is another object of the invention to provide an accommodation unitthat has an adjustable height bed and a separate seat.

It is another object of the invention to provide an accommodation unitwherein the seat supports the bed when in the deployed position.

These and other objects of the present invention are achieved in thepreferred embodiments disclosed below by providing a passengeraccommodation unit with deployable bed, comprising a passenger seat anda passenger bed positioned relative to the seat and adapted for movementbetween a stowed position wherein the bed is upright and adjacent to theseat, and a deployed position wherein the bed is horizontal for use andoverlaps and is supported in part by the seat.

According to one preferred embodiment of the invention, the unitincludes a credenza positioned adjacent the seat and between the seatand the bed.

According to yet another preferred embodiment of the invention, thecredenza includes a height adjustment mechanism for moving the credenzabetween a passenger use position and a relatively lower bed supportposition, where the bed is supported in part by the credenza in the bedsupport position.

According to yet another preferred embodiment of the invention, anactuator is provided for deploying the bed onto the credenza when thecredenza is moved to the bed support position.

According to yet another preferred embodiment of the invention, a footextension panel is provided in a deployed position forward of the seatfor aligning with the height of the bed in the deployed position.

According to yet another preferred embodiment of the invention,enclosure walls are positioned around at least part of the periphery ofan area occupied by the seat and the bed, and include a door opening anda door movable between an open ingress/egress position and a closed,privacy position.

Preferably, the door comprises a pair of door panels mounted adjacentthe door opening and mounted for unison movement.

According to yet another preferred embodiment of the invention, the doorcomprises a pair of door panels mounted adjacent the door opening forunison movement on a rack-and-pinion assembly whereby movement of eitherdoor causes cooperative movement of the other door.

According to yet another preferred embodiment of the invention, thepassenger accommodation unit comprises a aircraft passengeraccommodation unit, the seat comprises an aircraft passenger seat, andthe accommodation unit is adapted for being positioned in a cabin of anaircraft.

According to yet another preferred embodiment of the invention, a longhaul passenger seating set comprised of a plurality of passengeraccommodation units is provided, the accommodation units beingpositioned in spaced-apart relation in the cabin, with at least some ofthe accommodation units positioned adjacent a fuselage of the aircraftand at least some of the accommodation units being positioned in aninterior space in spaced-part relation to the fuselage.

According to yet another preferred embodiment of the invention, at leastsome of the accommodation units are positioned adjacent the fuselage arepositioned in an inwardly staggered, overlapping relation to each other.

According to yet another preferred embodiment of the invention, thecredenza includes a meal tray positioned for movement between a stowedstorage position and a deployed use position across the seat.

According to yet another preferred embodiment of the invention, the seatincludes an armrest incorporated into the credenza.

According to a preferred method of providing seating and sleepingaccommodations to a passenger, the method comprises the steps ofproviding a passenger seat, providing a passenger bed positionedrelative to the seat, moving the bed to a stowed position wherein thebed is upright and adjacent to the seat for access of the passenger tothe seat, and moving the bed to a deployed position wherein the bed ishorizontal for use and overlaps and is supported in part by the seat foraccess of the passenger to the bed for sleeping.

According to yet another preferred embodiment of the invention, themethod includes the steps of providing a credenza adjacent the seat andbetween the seat and the bed.

According to yet another preferred embodiment of the invention, themethod includes the step of providing a credenza with a heightadjustment mechanism for moving the credenza between a passenger useposition and a relatively lower bed support position, and furtherwherein the bed is supported in part by the credenza in the bed supportposition.

According to yet another preferred embodiment of the invention, themethod includes the step of deploying the bed onto the credenza when thecredenza is moved to the bed support position.

According to yet another preferred embodiment of the invention, themethod includes the step of positioning a foot extension panel in adeployed position forward of the seat for aligning with the height ofthe bed in the deployed position.

According to yet another preferred embodiment of the invention, themethod includes the step of providing an enclosure walls positionedaround at least part of the periphery of an area occupied by the seatand the bed, a door opening, and a door movable between an openingress/egress position and a closed, privacy position.

According to yet another preferred embodiment of the invention, themethod includes the step of providing a door comprising a pair of doorpanels mounted adjacent the door opening and mounted for unisonmovement.

According to yet another preferred embodiment of the invention, theinvention includes the step of providing a pair of door panels mountedadjacent the door opening for unison movement on a rack-and-pinionassembly whereby movement of either door causes cooperative movement ofthe other door.

According to yet another preferred embodiment of the invention, themethod includes the step of positioning a plurality of the accommodationunits is in a cabin of an aircraft.

According to yet another preferred embodiment of the invention, themethod includes the steps of positioning the accommodation units inspaced-apart relation in the cabin, positioning least some of theaccommodation units adjacent a fuselage of the aircraft, and positioningat least some of the accommodation units being positioned in an interiorspace in spaced-part relation to the fuselage.

According to yet another preferred embodiment of the invention, themethod includes the steps of positioning at least some of theaccommodation units adjacent the fuselage in an inwardly staggered,overlapping relation to each other.

According to yet another preferred embodiment of the invention, theinvention includes the step of incorporating a seat armrest into thecredenza.

BRIEF DESCRIPTION OF THE DRAWINGS

Some of the objects of the invention have been set forth above. Otherobjects and advantages of the invention will appear as the inventionproceeds when taken in conjunction with the following drawings, inwhich:

FIG. 1 is a top plan view of an aircraft first class cabin with 9individual passenger units according to an embodiment of the invention,in the seating configuration with the bed in the stowed position;

FIG. 2 is a top plan view of an aircraft first class cabin with 9individual passenger units according to an embodiment of the invention,in the sleeping configuration with the bed in the deployed position;

FIG. 3 is a simplified perspective view of two adjacent passenger units,with the fore unit in the seating position and the aft unit in thesleeping position;

FIG. 4 is a top view of the bed in the stowed position;

FIG. 5 is a side view of the bed in the stowed position;

FIG. 6 is a side view of the bed in the deployed position beforerotation into the horizontal position;

FIG. 7 is a end view of the bed in the deployed position before rotationinto the horizontal position; and

FIG. 8 is a side view of the bed, showing the details of the beddeployment and credenza height adjustment mechanism.

DESCRIPTION OF THE PREFERRED EMBODIMENT AND BEST MODE

Referring now specifically to the drawings, an aircraft first classcabin “A” with 9 individual passenger units 10, identified individuallyas accommodation units 10A-I, according to a preferred embodiment of theinvention is shown in FIGS. 1 and 2. As is shown, the accommodationunits 10A-I are arranged in an irregular, staggered, configuration tooccupy the minimum amount of space and accommodate the forward narrowingwidth of the cabin “A.” Six of the accommodation units 10, 10A-C andF-H, are arrayed in two rows of three each, with the forward end of theunits adjacent the sides of the aircraft and the aft end angledinwardly. The two forwardmost accommodation units 10, 10D-E, arepositioned generally parallel to the longitudinal axis of the aircraftfuselage, as is the ninth accommodation unit, 10I, which is positionedboth parallel to and centered on the longitudinal axis of the aircraftfuselage. The arrangement and number of accommodation units 10 can varybased on the area and configuration of the particular first class cabin.The accommodation units 10 are in modular form and are secured to thedeck of the aircraft with track fittings, for example, those such asillustrated in applicant's U.S. Pat. Nos. 5,178,346 and 5,871,318.

Each accommodation unit 10 provides privacy by means of enclosure walls11 and by a privacy door opening 12 that can be closed by a pair of doorpanels 13 and 14, as will be described in further detail below. Eachaccommodation unit 10 includes a passenger seat 15, a credenza 16, and adeployable bed 17, shown stowed outboard of the credenza 16 in FIG. 1and deployed for use in FIG. 2. A foot extension panel 18 at the forwardend of the accommodation unit 10 remains deployed at all times and formsthe foot part of the bed 17 when deployed. A video screen may beprovided above the extension panel 18.

Referring now to FIG. 3, two fore and aft-adjacent accommodation units10A and 10B are shown for further illustrating the deployed and stowedpositions, respectively.

As is shown in FIG. 3, the bed 17 is stowed in a vertically-orientedposition against the side of the fuselage outboard of the credenza 16.See accommodation unit 10B. As noted and explained below, certain of theoperating elements of the bed 17 are positioned under the credenza 16.

In a particular preferred embodiment, the bed 17 has a bed surface thatis 80 inches (203 cm) long and 4 inches (10 cm) thick and 28 inches (71cm) wide. The credenza 16 as a nominal height of 28 inches (71 cm), withtwo inches of further upward vertical adjustment up to 30 inches (76cm). The credenza 16 also has a downward vertical adjustment of 11inches (28 cm) down to 17 inches (43 cm). The credenza 16 also includesa bi-fold food tray 21, the height of which is adjusted with thecredenza 16, and permits the seat occupant to adjust the height of thecredenza 16 as needed for use as a work surface or for dining. Thecredenza 16 also contains the key pad for the seat controls, and handsetstorage.

Preferably, when the credenza 16 is lowered to its lowermost position,for example, 17 inches (43 cm), the bed 17 automatically deploys. Theoutermost armrest 22 is integrated into the credenza 16 so that thedeployed bed 17 overlaps the bottom cushion of the seat 15. The bed 17and seat 15 may be angled relative to each other at, for example, theangle as shown, or may be parallel to each other.

The rotating part of the bed 17 does not comprise the full 80 inch (203cm) length, the foot extension panel 18, which remains deployed at alltimes, supplying approximately 11 inches (28 cm) of the total length.The foot extension panel 18 tapers to a width of 24 inches (61 cm). Ofcourse, these dimensions are variable to account for differences inmaterials, space available for placement of the accommodation units 10,permissible maximum weight, and similar factors known to those in theart.

A video screen 23 and related electronics are positioned above the footextension panel 18.

The doors 13 and 14 are mounted on slides and operate by means of arack-and-pinion mechanism, not shown, in the floor. A single deploymenthandle on the door 13 permits ease of use from the seated position, andserves to operate both the door 14 and the door 14 by means of therack-and-pinion mechanism. A magnetic latch near the handle maintainsthe doors 13 and 14 in the open or closed position, as desired, but canbe opened easily from either the inside or the outside when necessary.

The seat 15 may be any type of aircraft passenger seat otherwisesuitable to the intended use as a first class cabin seat. Preferably,the upper end of the seat back is tapered so that it is relatively thin,thus permitting the seat back to recline further towards the wall 11 aftof the seat 15. The seat 15 may have a width between armrests of about22 inches, and preferably should be provided with an additional 3.5inches (9 cm) of translation in order for the seat 15 to recline to thebed mode.

Preferably, an ottoman, not shown, will provide a rest for the feet ofthe seat occupant, with stowage space beneath the ottoman.

Referring now to FIGS. 4-8, the deployment mechanism 30 for deployingthe bed 17 and adjusting the height of the credenza 16 is illustratedand explained. Tubular guides 34, 36 enclose a pair of gas struts 37,38. A centrally-mounted actuator 39 drives the gas struts 37, 38 througha vertical drive unit 42 and a main rack drive 44. The actuator ismounted on and drives a pair of drive rack cross-members 45, 46. Theposition of the above-described elements when the bed is in the stowed,vertical position is shown in FIGS. 4 and 5.

The deployed bed 17 while still in its vertical, raised, position isshown in FIGS. 6 and 7. The bed 17 includes a release handle 46 and alatch 48. As shown, the bed 17 has traveled vertically upwardly 15.5inches (39 cm) as the gas struts 37 and 38 have compressed. The actuator39 compresses the gas struts 37 and 38 in order to reduce deploymentforces and to balance system loads. The drive gears 51, 53 of the driveunit 42 have a ratio to move the bed 17 the required 15.5 inches (39 cm)with only 10 inches (25.4 cm) of movement of the drive unit 42.

A rack and pinion bed pivot mechanism 56 is provided for ease ofoperation and stability.

When the bed 17 has reached its required vertical height, it is pivoted90 degrees on hinges 60, 61 into a horizontal position with the bed 17is horizontal alignment with the foot extension panel 18, andoverlapping the credenza 16 and the bottom cushion of the seat 15, thusproviding a very stable, strong support without the need for acantilever system to support the bed 17 from only one side. As is bestshown in FIG. 7, bed 17 includes a shell 63, which may be a lightweightsheet material such as aluminum, carbon fiber, fiberglass, or the like,in which is carried a lightweight, firm mattress 65. Of course, all ofthe elements of the seat unit 10 comply with standards and requirementsfor weight, flame and smoke retardancy.

An aircraft accommodation unit with a deployable bed is described above.Various details of the invention may be changed without departing fromits scope. Furthermore, the foregoing description of the preferredembodiment of the invention and the best mode for practicing theinvention are provided for the purpose of illustration only and not forthe purpose of limitation—the invention being defined by the claims.

1. A method of providing an aircraft passenger accommodation unit,comprising the steps of: providing a passenger seat including at leastone armrest; providing a passenger bed positioned proximate the seat;moving the armrest between a passenger use position and a relativelylower bed support position wherein the bed is supported at least in partby the armrest; moving the bed to a stowed position to rest on a deckwherein the bed is upright and adjacent to the seat when the passengeris to be seated in an upright or reclined position; moving the bed to adeployed position wherein a supporting surface of the bed is horizontalfor use and supported at least in part by the armrest; and deploying thebed onto the armrest when the armrest is moved to the bed supportposition; wherein movement of the passenger bed between the stowed anddeployed positions includes pivoting the passenger bed about alongitudinal axis, and movement of the passenger bed from the stowedposition to the deployed position includes the step of elevating thepassenger bed.
 2. A method of providing an aircraft passengeraccommodation unit in accordance with claim 1, further comprisingproviding a credenza positioned between a seat bottom and the bed whenthe bed is in the stowed position.
 3. A method of providing an aircraftpassenger accommodation unit in accordance with claim 2, wherein the atleast one armrest is integrated into the credenza.
 4. A method ofproviding an aircraft passenger accommodation unit in accordance withclaim 2, further comprising providing a height adjustment mechanism formoving the credenza between a passenger use position and a relativelylower bed support position, wherein the bed is supported at least inpart by the credenza in the bed support position.
 5. A method ofproviding an aircraft passenger accommodation unit in accordance withclaim 4, further comprising providing an actuator for deploying the bedonto the credenza when the credenza is moved to the bed supportposition.
 6. A method of providing an aircraft passenger accommodationunit in accordance with claim 1, wherein the bed in the deployedposition extends along a sidewall of the aircraft.
 7. A method ofproviding an aircraft passenger accommodation unit in accordance withclaim 1, further comprising providing enclosure walls positioned woundat least part of the periphery of an area occupied by the seat and thebed, and including a door opening and a door movable between an openingress/egress position and a closed, privacy position.
 8. A method ofproviding an aircraft passenger accommodation unit in accordance withclaim 7, wherein the door comprises a pair of door panels mountedadjacent the door opening for unison movement on a rack-and-pinionassembly whereby movement of either door causes cooperative movement ofthe other door.